latta



1 (Nb Model?) 1 v E. G. LATTA. 3 Sheets Sheet 1.

VELOOIPEDE. No. 341,811. Patented May 11, 1886.

ZZZ A 7 N. PETER5 Phula-Lilhognpher, Washington, RC 1 3 Shets8heet 2,

. E. G. LATTA.

VELOGIPEDE.

' No. 341,811. Patented May 11, 1886.

3 Sheets- (No Model.)

E. G. LATTA.

VELOGIPEDE. I

No. 341,811. Patented May 11, 1886.

- of three Sheets,

I f2o 'anglesto Fig. 2.

. tion of the hub-flange, modified attachment 3Q Erica.

PATENT UNiTn'n i STATES EMMIT e. LATTA, on FRIENDSHIP, NEW ORK, ASSIGNORor NE-ruler TO ADRIAN o. LATTA, on SAME PLACE.

VELOCIPEDE.

SPECIFICATION forming part of Letters Patent No. 341,811, dated May 11,1886. Application filed November 23, 1885. Serial No. 183,640. (Nomodel.)

To all whom it may concerm Be it known that I, EMMI'T G. LATTA, ofFriendship, in the county of Allegany and State of New York, haveinvented new and useful Improvements in Velocipedes, of whichthe-following is a specification.

The object of this invention is to improve the construction of the wheel.in such manner" as to increase its strength, reduce its weight, lessenthe cost .of the attachment of the parts to each other. 1

My invention consists, to these ends, of the lmprovements which-will, behereinafter fully set forth, and pointed'out in the claims.

' In the accompanying drawings, consisting tional elevation of a portionof the rim; Fig. 2 is a side elevation, partly in section, of thecentral .portion of spokeson'one side only. Fig. Sis a fragmentary sideelevation of the wheel on a reduced scale. Fig. 4. is a partly-sectionalelevation of the central portion of the wheel at right Fig. 5i'sa-crosssection of the. rim in line no :0, Fig.

the same. Fig. 7 is a fragmentary side e1evaillustrating aslightlyposite side of the hub-flange.

are cross-sections in lines as x and 3/ y, Fig. 7

s respectively. Fig. 11 is a fragmentary side elevationof thehub-flange-,showing a slightlymodified construction thereof. Figs. 12and 13 are cross-sections in lines at w and 3/ y, Fig. l

11, respectively. Fig. 1 L is a fragmentary. sectional'side elevation ofanother modified construction of the hub-flange. Fig. 15 isacross-section in line :0 m, Fig. 14. Fig. 16 is a fragmentary sideelevation showing a modified construction of the hub-flange. Fig. 17

is a cross-section in line a: 00, Fig. 16.

Like letters of reference refer to like parts in the several figures. a

A represents theh'ub-flange, secured to the axle in anysuitable manner,and provided at its outer edge with a marginal rim or bead, a, to whichthe inner ends of the .spokes'B are attached.

(J represents the rim of the wheel, preferably construction, andfacilitate Figure lis a longitudinal see the wheel, showing the 1. Fig.6 is a cross-section of the rim, showing ainodified construction of Iof'the spokes thereto.. Fig. 8 1s a similar elevation showing theop-Figs 9 and l0 j made hollow, and D is the rubber tire, attached to theouter side of the rim.

The hub-flanges A are preferably made of steel by drop-forging. Thespokes B are headed at their outer ends, and provided at their innerends with screw-threads b, by which they are secured in screw threadedopenings 5, formed in the marginal bead a of the hubflanges. This beadis 'cut away at intervals to form recesses or notches c,-whichfacilitate at the same time reduce the weight of the hubflanges. Thespokes are arranged tangentially, or nearly so, so that their innerends, which are attached to the hub-flange,-are arranged nearly in linewith the head at the points at which the spokes are attached to thebead. By this arrangement of the spokes the inner ends of the spokes areseated in the bead practically in the direction in which the beadextends around the hub-fiange instead of at a radial line,as wasformerly the case,wherebythe spokes obtain a suitable bearing or holdingsurface in the bead lengthwise of the same, and without necessitatingthe formation of a thick or deep bead around thehub-iiange, thusmaterially reducing the weight of the hubflange without jeopardizing thestrength and durability of the fastening. The cost and weight ofscrew-nuts at the ends of the spokes are also avoided, and the wholeconstruction forms a very rigid wheel, which is easily repaired, andless expensive than a wheel of the same weight of the kinds heretoforeknown. Owing to the distance between the two hubflauges, the spokes arescrewed into the beads at an angle to the plane efthe hub-flange, asrepresented in Fig. 4.. The ends of the inner row of spokes pass underthe ends'of the outer row of spokes, which permits the bead to be madenarrower than if the inner spokes did not pass under the outer spokes. rThe direction or position which the spokes assume with reference to thehub-flange may -va'ry from a true tangent in wheels of differnearlytangent to the hub-flange and enter the bead in a straight line from therim. The spokes passing one way cross those passing the other way fromfour to nine times, in accordance with the sizeof the hub and the theattachment of the spokes to the hub, and

cut diameters; but in all cases they will be 6o'bedded in the rubbertire.

number of spokes used in large wheels; but in' of the holes in which theinner ends of the' spokes are secured; but they are not indispensable. Iprefer, however,to employ them, for the reason that they facilitate theattachwhen the wheel is in use, and if one of. the wiresshould break,the others will of course retain the tire in place. The two ends of eachwire are preferably secured before the rubber is molded, so that eachwire constitutes a com- ;pleteg.ri-ng,,and the rubber tire is preferablymolded in an endless ring of the proper size to fit the wheel. The wavyor serpentine form of the wires prevents them from drawing in the tireif broken therein, so that if the wires should break at severaldifferent points they would not permit the tire to become detached mentof the parts together and reduce the weight of the hub-flanges.

may be made of any desired form or size, and

may be formed across the outer face of the head, as represented in Figs.2, 4, 14, and

or they may be formed on one side of the bead and hub-flange only, asrepresented in Figs.

7,8, 9, and 10; or they may be formed in the face of the bead, asrepresented'in Figs. 11', 12,

and 13; or they may be formed on both sides of the bead and on oppositesides of the hubfiange, as represented in Figs. 16 and 17.

The holes for the spokes may be drilled clear through the bead; but Iprefer to leave .the inner recessed face of the hub smooth, as

shown.

The construction represented in Figsall,

o 12, and 13, in which the notches are formed in the face of the bead,produces a very neat hub, as bot-h sides of the head are smooth, but issomewhat more difficult of construction than the construction in whichthe notches are 5 formed in the side of the head.

In the construction represented in Figs. 1.4 and 15, d represents theteeth or sprockets which engage with the drive-chain.

The notches formed in the head of the hub- 4.oflange produce on thehub-flange projecting sockets, which alone are perforated for thereception of the inner ends of the spokes, while the hub-flange remainsunperforated, the notches being large enough to accommo- 5 date thoseportions of the spokes whi'chwould lie within the hub-flange.

The rim Gis constructed at its outer'sid'e with a recessed seat for thetire, havinga con vex or crowning bottom, e, and the tire D is madeconcave on its inner side, as shown at af, to fit the crowning seat 0 ofthe rim. The

' tire is held against'lateral displacement by the side flanges, g,formed on the rim 0. This construction affords increased strength in the5"rin 1, and enables the same to better resistlat 1 eral strains orbuckling without an increase of weightin the rim, while it permits therubber tire to be madelighter than heretofore. h representsspring-wires, which are em These wires are crimped or bent to aserpentine form, as rep- --Tesented in-Fig. 1,which permits the wires tostretch sufficiently to permit the tire to be I, placed into the seat ofthe-rim, and to contract 5 afterltnetire has been inserted in its seat,and

- hus secure the tire inits seat. These wires prevent the tire fromrolling ut ofthe seat These notches g .in rubber.

from the wheel. This fastening is not affected by heat or cold, andeffects a material saving \Vhen a solid rim is used instead of a hollowrim, the convex or crowning seat is formed in the outer side of therim,- as representedin Fig. 6.

It is obvious that the tire may be secured in its seat by cement, in theusual manner, if desired.

I represents the axle, J the fork ends, K the bearingbcxes, and L thecranks.

' m represents three lugs formed on each fork end, and n represents twolugs formed on each bearing-box, and engaging in the spaces between thefork-lugs m, as represented in Fig. 2.

0 represents a pivot-bolt passing horizontally through the lugs m and n,and attaching the bearing-box to the fork ends. This construction ofjoint supports the fastening-bolt 0 at two independent points,and formsa wider and more durable and secure joint than heretofore, permitting asmaller bolt to be used without sacrificing strength and security, andaffords a closer and lighter build than the usual construction of joint.

I claim as my invention- 1. The combination, with a hub-flangeconstructed with an annular bead having tangential screw-threadedsockets arranged in pairs side by side, of straight spokes havingscrewthrcaded inner ends secured in said openings in pairs side by side,substantially as set forth.

2. The combination, with the hub-flange, of projecting spoke-socketsperforated to receive the inner ends of the spokes, and separated bynotches or recesses, through which the spokes pass, whereby thespoke-sockets only are required to be perforated for the reception ofthe spokes, while the-hub-flange remains unperforated, substantially asset forth.

3. The combination, with the hub-flange, of

or recesses, through which the spokes pass,

.each socket being provided with two openings for the reception of theinner ends of a pair of spokes, and tangential spokes arranged inpairs,with the inner ends of each pair secured in the openings of onesocket,and passing from the socket to the rim inopposite directions,substantially as set forth.

/ 4. The combination, with the hubflange, of projecting socketsseparated by notches or recesses, through which the spokes pass, eachsocket being provided with two openings arranged side by side for thereception of the -IIO inner 'ends of a pair of spokes, and tangentialspokes arranged in two rows side by side,and provided With heads attheir outer ends, and having their inner ends secured in said sockets,the spokes in one row extending from the hub to the rim in an oppositedirection to the spokes in the other row, substantially as set forth. k

5. The coniloination, with the rim, of a hubflange having an annularbead constructed with two rows of tangential sockets arranged side byside, and tangential spokes provided with heads at their outer ends, andhaving their inner ends screw-threaded and secured in said sockets,withthe inner ends of the in

